Back to the Traffic Pattern

Lesson 38
5-1-13
1.0 hours logged
46.3 hours total recorded in logbook

Though a lesson scheduled for yesterday morning had to be scrapped because of thunderstorms in the area, today dawned sunny. The winds were not too strong and the morning air was smooth. Jim went over the plan for the day's flight with me after I'd preflighted the plane then we were climbing in and were soon ready for takeoff at 27. I find the ground handling gets a little easier each time as I continue to readjust to it.



What a VOR indicator looks like

 Once airborne after a smooth takeoff, Jim showed me how to fly the 275 degree radial using the VOR. As I said in my last post, I had an introduction to this instrument at my previous lesson and, though understanding them for the written test gave me fits, I found it to be a relatively straightforward instrument to use. Flying this course soon had us over our destination only about 12 nautical miles outside of OSH--a narrow strip of green scarcely distinguisheable as an airstrip unless you could see the white specks on either end which marked the thresholds or the windsock off to one side. I flew right over it the first time without ever seeing it and only after circling back did I finally make it out.

We flew a few practice patterns around it, first at high alititude. I practiced maintaining speed and alititude with pitch and power adjustments just as we'd done at my last lesson. The only difference was that now we were flying the rectangular course that makes up a standard traffic pattern. After a few of these, Jim had me take it down a few thousand feet where we did the same thing at lower altitude and slower speed but still without descending on the final leg. At last, however, he had me do this too and then had me hold that low altitude over the runway before adding power back in and climbing away.

Now it was time to try it at OSH, the "big" airport. I called the tower and we were given permission to fly a straight-in approach to runway 9. As we neared it, we began a descent for a low pass over the runway. About a wingspan over the runway, I flew most of its length then added the power back in and flew an entire pattern, extending my downwind leg so as not to "catch" another plane that was just turning final for our runway. In the RV-6 it's extremely easy to find yourself suddenly flying a good deal faster than the standard traffic pattern speed of 80 knots if you aren't precise with your control inputs. This particular type of airplane is built for speed and it doesn't want to slow down which can be a good thing. I'm just not used to having

to make a plane slow down. The RV-6 has so much extra speed and power than I'm used to and it requires constant vigilance for me to stay on top of it because it's such a fast airplane! I'm still learning to keep that all under control. It has a tremendous amount of performance when compared to the Cub or even a Cessna 172, a very standard training airplane. Once you finally do get it slowed down however, it makes gorgeous landings as I discovered once again as we touched down and rolled out smoothly. It's really a sweet airplane once you've become aquainted with it. After fueling, we taxied back to Weeks. Another hour, another lesson, another step closer...



My instructor, Jim, and I after the flight

Back to Basics in a Still Unfamiliar Airplane

Lesson 37
4-25-13
1.0 hours logged
45.3 hours total recorded in logbook



Climbing up above the clouds



Per our prior arrangement, I arrived a few minutes before our scheduled flight time to preflight the plane and pull it out of the hangar. Jim arrived and we were soon buckled in and ready for another flight. We taxied out to runway 27 and after being cleared, took off into a slight crosswind from the right. On climbout, we altered our course to the left to allow the jet which took off behind us to pass safely. That's one thing I never had to worry about that down at HXF!



Over Omro



There was a broken layer of clouds at about 2800 feet but we had soon climbed above them and over a sizeable hole, we picked up where we'd left off the day before with practice holding various airspeeds and altitudes using stick (or elevator) to control the former and throttle, the latter. Today we also added in the use of flaps. We were over Omro for a while and it was here we finally descended below the clouds and turned back towards OSH. Now Jim showed me how to use the VOR to navigate back to the airport (even though I knew right where it was). It was exciting to try my hand at this entirely new mode of navigation. The Cubs at CubAir are not even equipped with VOR receivers and so I'd never had opportunity to use one before, though of course I've seen them in other planes. With such an instrument available in most planes, you'd think it would be impossible to get lost!

Over OSH. The tower is at center.

As instructed by the tower, we entered a right downwind for 27 and Jim took over the radio so I could focus on flying. Right up until then, he'd let me handle everything on the radio and I was both surprised and delighted to find that I could actually do it! I do, admittedly, have little faith or confidence in my own abilities at times.



Now descending on final and finding that the wind had picked up considerably since takeoff and had become rather gusty, Jim decided to turn our planned touch-and-go into a low pass over the runway. The plane before us had aborted their landing and opted to switch over to runway 36 so as to be a little more into the wind. We followed them around the pattern for that runway and did another low pass then at last entered yet another pattern, this time for runway 31 (even more into the wind)  where we at last touched down and taxied to the fuel pump. As we climbed out, we found the wind not only strong but quite cold also. I was glad to climb back into the cockpit and get the required taxi clearance back to Weeks.



On final for Runway 31

After cleaning the plane up a bit, filling out paperwork, and a debrief, I was free to go, again with joy in my heart at being able to fly again. I guess I won't take take it for granted quite so easily again. If there's one lesson I learned from that seemingly endless wait, it's simply to appreciate every time I am able to fly as a gift and a blessing.

To Fly...

Lesson 36
4-24-13
1.0 hours logged
44.3 hours total recorded in logbook

In spite of differing forecasts--everything from snow and rain to partly sunny--the day turned out very beautiful indeed--sunshine and blue skies and--yes! oh yes!!!--I flew today! At long last, I flew!!! At ten days shy of five months since my last flight, my long unasked for furlough from flying is at last, it appears, over!

It was a while before I could convince myself to believe that the flight was indeed going to happen but once I was on my way to Oshkosh, I was flying almost before I'd even reached the hangar! In twenty minutes, I was there, had met Jim Kress, and, in short order, we were preflighting and pulling 6YE (the RV-6) out into the sunshine. It was much warmer than last time I flew in it I realized as I noted how easy it was to buckle in over a light jacket rather than the thick winter coat I had worn at my last lesson. Jim climbed in and seated himself beside me and, after a review of the panel, we were ready to go.



Holding short of Runway 27 before takeoff

 I couldn't suppress a smile as I turned the key in the ignition and watched the propeller blades spin individually at first, then become a blur as the engine caught and roared to life. How good it sounded! We listened to the ATIS broadcast--winds 270 at 11 knots gusting to 15--then called ground control and taxied out. Preflight checks and run-up complete, we waited for another plane to takeoff ahead of us then runway 27 was ours! Lined up on the runway, I advanced the throttle to full power and in response to the roar of power, the little plane was soon speeding down the runway and had lifted gracefully into the air. "Airborne!" I heard Jim say and, oh! what a multitude of thoughts went through my head at that moment. To fly! How much is wrapped up in those simple words! It is pure joy and I closed my eyes for a second with a happy sigh and an unspoken prayer of thankfulness that the endless wait was over at last! The thrill of flight! How I've missed it!

 

We climbed out to the west and I was amazed again by the responsiveness of the controls and the terrific speed (even though we were flying into the wind) with which we passed Rush Lake, were parallel with Green Lake and could see Berlin just ahead of us. Yes, those are some of the biggest differences between the Cub and the RV and I am continuing to adjust. The RV-6 simply has a lot more performance--higher horsepower and faster speeds--than I'm used to in the Cub.  

My lesson for today was, inevitably, review--turns, climbs/descents, slow flight. After not having flown for so long this is to be expected though I hated to backtrack, as it seemed. However, I determined to do my best to gain back as quickly as possible anything I had lost. I was also getting used to yet another new instructor, remember, but I found this to be an easy adjustment. Jim did a great job and I was quite comfortable with him. It was actually not the very first time I'd flown with him. It was he who took me up for an introductory flight in his Cessna 150 at Brennand Field on the very first International Learn to Fly Day, May 15, 2010. So to fly with him again was sort of like coming full circle. Who would have thought then that, three years later, I'd be well into my flight training and flying with him as my instructor? Strange how things work out! 

 

Below 4,000 feet it was rather bumpy so we stayed above that altitude most of the time doing a lot of work on slow flight. I had some difficulty staying precise with speed and altitude especially at first but got a little better as we continued. The hour slipped quickly by and soon we headed back toward the airport, entered a right downwind in the pattern and were cleared to land. We were a bit high on approach but flaps and a decrease in power put us where we needed to be on final. The runway came up to meet us and, a few seconds later, I felt the main gear gently contact the surface and the nosewheel follow. We were down. What a beautiful landing! I still can't get over what nice landings the RV-6 makes.

We turned off the runway and taxied to the fuel pump. After filling the tanks I got to call the tower for permission to taxi back to Weeks. Back at the hangar, Jim let me push the plane in then we pulled the great doors closed and my first lesson in months was complete. It was so good to be back at it once again!

The Turning of the Tide

April

The months that passed since I learned of Joe's getting a new job with the consequence that he would no longer be instructing with the EAA Employee Flying Club were slow and difficult. I strove in vain to find an instructor and plane together and at a price within my budget but it was all to no avail. I was getting pretty discouraged. Day after beautiful, sunny day passed in March and I could only experience them from the ground simply because I couldn't find an instructor! It was incredibly frustrating. The flying club does, of course, have other instructors, but none of them were available at the time.

At long last, however, the beginning of April brought the return of the club's main instructor for primary students, Jim Kress, from his winter sojourn in Florida. I had known he would be returning but had hoped I wouldn't have to wait that long to fly again. Well, in God's plan I did have to wait that long for reasons only He, as yet, knows.

As soon as I knew he was back, I contacted Jim but with the end of March there also came an end to the beautiful weather. The whole entire first half of April, the weather was not flyable for the most part so I had to wait a little longer. But I knew the tide had turned. The day was not far off when my wings would be restored. The long wait was almost over. In the meantime, there were a few things that happened which helped to buoy my spirits and which made the long wait seem, perhaps, a little more worthwhile.

One of these was an all-expenses-paid trip to the Air Force Museum in Dayton, OH (a birthday present from my brother-in-law, Matt, and and my sister, Naomi). We spent most of two days at the museum and could have spent another I'm sure. Below are a few pictures. I didn't include any from inside the museum as I would have had a hard time choosing just a few! I guess you'll just have to go and experience it for yourself which would be much better than looking at pictures anyway as pictures (even the outside ones) can hardly do it justice!

Monuments in the

beautiful memorial gardens

outside the museum.

The museum is immediately adjacent to Wright-Patterson
Air Force Base, the first military base I've ever been on!

The other event was a Launch Party send-off for EAA's WWII-era B-17 bomber in preparation for its leaving on tour as it does each year. Employees in attendance were entered in a drawing to receive a ride in the plane with an extra entry if you dressed up in the style of the era (1940's). Figuring it would be worth the extra entry, I did and (oh joy!) was one of the ten drawn!!! I haven't had my ride yet but it should happen sometime around AirVenture. As part of the festivities, we were allowed to explore the plane at our leisure and sit in the various stations as we chose. Quite amazing to think of spending six hours on a mission in one of these, bundled in heavy flying gear and an oxygen mask! A WWII veteran, Doug Ward, ball turret gunner on a B-17, was there and spoke of his experiences which, alone, was worth coming for! Gives me a whole new appreciation for these brave men.



Here I am in the pilot's seat! Wow!
Is this for real?!



Honored to have my picture taken with Doug Ward,
former B-17 ball turret gunner.

In a way, these two experiences sort of made up for the endless period of no flying, or, as I said before, at least made it seem just a little more worthwhile. Winning that ride was so much more than just luck. I believe it was a special gift from God to me--a sign that my aviation journey is not over yet by any means and will go on, an inspiration of hope for the future and, for that reason, it meant the world to me! Thank you, Lord!

What Patience Means

4-4-13

Today, it has been three months since my last flying lesson and the last time I was up--the hardest three months I've had yet to face in all of my flight training, not because of what I've been doing but because of what I have not been able to do. Having experienced the thrill of flight under no human hands but my own, knowing that I possess the capability to do this and yet am unable to, has made this trial all the more difficult to bear. It's ten times worse than waiting to begin flight training. You have only a vague idea of what it will be like then, but after you've had the life-changing experience of solo flight--well, nothing else is quite the same again and not being able to fly then is especially trying.



This plane flying by our house a week ago made a low
pass which seemed meant especially for me even
though I have no idea who the pilot was.



When I first started on this journey in earnest, now almost a year ago, I never dreamed it would take this long. I thought I would easily be able to complete it over the summer. Then, when a month and a half passed without a single lesson and I still had not soloed, though somewhat disheartened, I thought, surely I can finish in October, or maybe by my birthday. I finally soloed in September but October's weather was contrary and flying that month was very sporadic. Still, I clung to the seed of hope planted by Stephen, my instructor, that I could finish by Christmas. November saw a turn in the weather, slight, but enough that I had a decent number of lessons and was able to complete my first solo cross-country flight in early December. Soon after this, I made the transition to Oshkosh to begin work on my instrument, night flying, and towered airport work but my hopes of finishing by Christmas had already faded as reality struck again. I had only just begun my instrument work when weather, mechanical problems with the plane and finally, the loss of my instructor intervened to bind me once more firmly to earth even while my heart yearns to be soaring again.

Though I've looked into several options to continue my training nothing has worked out yet and most of them have turned into dead ends. Finding an instructor and a plane together in the same place has proved far more challenging than I ever imagined it could and as I run up against brick wall after brick wall the fight against discouragment grows ever more difficult. It would seem all circumstances are conspiring against me to keep me grounded.

In the midst of all of this, verses like the one I shared in my last post and Ps. 37:4-5 and 84:11 continue to provide the only hope I have to cling to.


It's still hard to see others fly when I cannot but I cannot
 rightly begrudge them their happiness so I strive
 to rejoice with them.



"Delight thyself also in the Lord; and he shall give thee the desires of thine heart. Commit thy way unto the Lord; trust also in him; and he shall bring it to pass."

"For God is a sun and shield: the Lord will give grace and glory: no good thing will he withhold from them that walk uprightly."

I also read these timely words by Lane Wallace from her column in the December 2012 issue of Sport Aviation. She tells the story of her stepson's circuitous route to his pilot's license and, while I don't agree with everything in the article, it certainly struck a meaningful chord with me, particularly this paragraph:

"In point of fact, those goals we set out for ourselves, that seem so straightforward, but prove so circuitous and challenging, might even teach us far more important lessons than the ones we set out to master. Even if one of those lessons is simply the importance of persistance. The goal attained might not be any sweeter for the length of time it takes to achieve it. But the degree of wisdom attained in the process is almost always greater."

I share all of this here only to ask that you would pray with me and for me that I would trust a little longer, have faith that God has a reason for this waiting, and learn the lessons He has for me even in the midst of this most trying part of my aviation journey. Perhaps one of these is simply patience.

Clipped Wings

3-7-13

The past months have been a trying exercise in patience, trust, and the struggle not to let my determination and persistence flag in the face of numerous discouraging setbacks and problems that have kept me from continuing my flight training. It has been just over two months since my last lesson.

First, it was weather. Lesson after lesson in January was cancelled due to low ceilings, bitter cold, wind or snow. Then finally a good day--at last! Sunshine and blue sky! With excitment, I met Joe at the hangar, eager to fly, and preflighted 6YE. We tugged it out, buckled in, started up and began to taxi out for another instrument flight--only to realize that the directional gyro was still spinning wildly. It sometimes does this just at first and Joe thought it might stop when it warmed up a little but he was wrong this time. It was such a beautiful day and Joe tried everything he could to get the stubborn instrument to cooperate but to no avail. Well you can't very well conduct an instrument flight without the directional gyro and so, bitter disappointment as it was, there was nothing to do but to turn around and go back, put the plane away and accept the fact that we just would not be flying today. Oh, that was so hard!

For the next few weeks, just into February, the plane was down while the instrument was being repaired. Meanwhile, I watched more beautiful days go by where I could only stare helplessly into the deep blue sky and hope it wouldn't be too much longer. Each time I saw or heard another plane fly over was a sort of torture.

At long last, the plane was fixed and I contacted Joe to set up a long-awaited flight lesson--only to have him tell me he'd just gotten another job and so would not be instructing with the EAA Flying Club or at Hartford any more! What?! I couldn't believe it! I was totally surprised--completely shocked. What next? Joe was a wonderful instructor and I'll surely miss him. 

Thus began the search for a new instructor which, up to this point, has not yet yielded much in the way of results yet. There are several possibilities but so far none of them have worked out. I'm working on this though and still cling to the hope that my next lesson and the continuation of my training are not too far off. The words of Isaiah 40:31 have become particularly meaningful to me as I wait.

"But they that wait upon the Lord shall renew their strength; they shall mount up with wings as eagles; they shall run, and not be weary; and they shall walk, and not faint."

In the midst of all these setbacks however, there is one bright spot. I passed my written exam with flying colors on Jan. 10 at Fox Valley Tech! All that studying paid off! Whew! What a relief!

Instrument Flying

Lesson 35
1-4-13
1.1 hours logged
43.3 hours total recorded in logbook

It was a beautiful day for flying. I met Joe at Jack Mark, pre-flighted 6YE, and we rolled her out and climbed in--or bundled in. Once again I noticed that the cockpit doesn't seem quite so roomy when both occupants are wearing at least 3 inches of extra clothing!

How many planes, or parts of planes, can you spot in this
photo?

We started up, listened to the Automatic Terminal Information Service (more commonly known as ATIS, a continuous broadcast of recorded noncontrol information containing weather observations, altimeter setting, and other airport information), and taxied out . Prior to entering the main taxiway however, we had to call ground control for permission of course. When Joe told me I was going to do it, however, I was surprised. I knew I'd have to do it eventually but wasn't exactly expecting it this soon. But Joe was already telling me what to say. He repeated it several times and I repeated it back to him. I took a deep breath, pushed mic button and spoke:
"Oshkosh Ground, Experimental six Yankee Echo is at Weeks, with Hotel, for westbound departure."

Ground control came right back with taxi instructions which Joe repeated back since I'm not sure I would've remembered everything. They cleared us to taxi via Bravo to the ramp, to taxiway Echo, across Runway 22 and hold short of runway 27. At the hold short line, we did our run-up and had to call the tower--or rather, I had to. Once again, Joe made me do it. But this transmission was quite simple. The controller cleared us for takeoff and we taxied onto the runway, paused a moment to make sure everything was set, then throttle forward, stick back slightly. The nose came up and we were airborne.

What flying "under the hood" looks like

It still surprises me how steeply the nose must be pointed up to keep the speed within the appropriate range. We flew west of town then Joe handed me a large visor with blinders on either side, otherwise known as "the hood." He took the controls while I put it on. The purpose of this device is to limit one's view to the instrument panel, simulating flight in instrument conditions.

With the visor properly adjusted, Joe gave me the controls again and let me practice holding altitude and heading in straight and level flight. Without the visual cues of outside reference, you must rely only on the indications of the instruments to tell you if you're succeeding. It's a very odd sensation at first and makes you feel a little strange. I guess you just don't quite realize how much you rely on outside references until they are gone. It's a weird feeling and to keep it to a minimum, you must avoid rapid head movements.

After flying along straight and level for a while, Joe had me make first some 90-degree turns, then a few 180's. Eyes continually scanning the instruments, this isn't too hard as long as you stay on top of things. Catch errors early and adjust gradually. A key to instrument flying, in addition to having faith in the instruments rather than trusting your bodily sensations, is to make any needed adjustments to the controls in small increments.

When he finally let me take the visor off, I found we were flying south just about parallel my house but west of highway M. We turned back toward OSH and Joe had me call the tower once again to request permission to land. It was given and we flew a righthand pattern and made a beautiful landing. Joe said it was the best I'd ever made in the RV but I'm not sure how much the credit is due me. The plane as Joe said is "a real sweetheart" when it comes to landings. I'm almost beginning to doubt it's possible to made a bad one in it!

We taxied to the fuel pump to fill the tanks before taxiing back to Weeks to put the plane away for the day. Another lesson completed, my first in the new year, my first taste of instrument flying and another lesson closer to finishing. I hope it's not too much longer.

Return to OSH

Lesson 34
12-11-12
1.0 hours logged
42.2 hours total recorded in logbook

Today I went flying in Oshkosh again, my second lesson there. The weather, though somewhat sketchy, was just good enough so we could go. It was snowing but sunny at the same time as we prepared to pre-flight the RV-6. Sitting in the plane waiting for the engine to warm up before taxiing out, I quickly learned two things:

6YE nestled under one engine of EAA's Ford Trimotor which
is stored in the Jack Mark hangar, along with many other
during the winter months.

1). This plane really isn't much more roomy than the Cub, especially when you're bundled in layers.
2). The heater isn't much more effective than that of the Cub. There's just fewer cracks for the cold to get in! It's still chilly though.

A takeoff on 27 to the west soon had us over the practice area. We spent much of the time focusing on the instruments and their readings through turns. It was a sort of orientation flight for the next step in my training--instrument flying. We flew south for a bit but not quite far enough to be over my house though I could see it from our position over Pickett. Sooner than I realized, it was time to head back to the airport and land.

Cockpit of the RV-6

As I flew the pattern, I couldn't help thinking how huge the airport seemed in comparison to HXF. The plane settled gently in another beautiful landing just like last time. It lands well as long as you're slow enough and that is the hard part--getting it to slow down! You have to start slowing down before you've even reached the airport!

We taxied to the self-serve fuel pump and my ears froze standing in the cold as I helped Joe pump the fuel. The wind was cutting! After only the few minutes it took to get fuel, we had to go through the whole ordeal of bundling and buckling ourselves into the plane, then call the tower for permission to taxi to the hangar. This was granted and soon we were climbing out into the cold once more to push the plane back inside. We were all glad to be out of the wind! Oh, the joys of winter flying!

My First Solo Cross-Country!

Lesson 33
12-5-12
3.2 hours logged
41.2 hours total recorded in logbook

It looked like the perfect day for it--mostly sunny, very little wind, temperature, a comfortable 38 degrees! Nevertheless, I called down to CubAir before heading that direction just to be sure. I didn't want to chance another disappointment like last time. I was told they were planning on me flying my solo cross-country today! So this was to be the big day at last! The flight would take me to Manitowoc Airport first, then to Dodge County Airport in Juneau, and finally back to HXF if all went as planned.

Again, I made the drive anticipation rather than nervousness. After going through the mental "gearing up" for the flight several times already, only to have it come to nothing, I found that any nervousness I might have felt had long since worn off in my eagerness to do it. I knew I was ready. It's true I still felt that bit of uncertainty that naturally accompanies doing something for the first time but I'd carefully gone over every detail I could think of well before, mentally reviewing each part of the flight, step by step. I'd asked the questions I needed to, I'd written notes to myself about the things I thought I might forget, my sectional had long since been carefully marked with my course and checkpoints, my flight log was filled out as much as it could be--I was thoroughly prepared.

So it was that I arrived at CubAir eager to be on my way. However, there was still an hour's worth of preparation to be done first. Stephen was there to help me out. First, we got the winds aloft forecast and, using this information, calculated my compass heading, the time it would take to fly each leg, and fuel burn. The wind was not really much to speak of which I was perfectly all right with! Then, it was time to pre-flight. With a bit more than the usual care, I checked each detail of control surfaces, engine compartment, landing gear, etc. as I'd been taught to be certain all was in working order. Meanwhile, Stephen filled the fuel caddy and when he returned with it, I helped him by cranking the fuel in while he held the hose up to the wing tank opening. I would need this supply to replenish the fuel burned from the forward tank in the nose. Stephen made sure I'd have all I needed plus a very healthy reserve. With this important job complete, I helped push the Cub out of the hangar. I'd already stowed my various charts, notes, logbook and other papers in the cockpit. Everything was ready.

Several times throughout the course of all this preparation, Stephen asked me if I was nervous. "No, not really," I told him. He gave me bits and pieces of last minute advice on what to do, or what not to do in this or that situation. In a final word of caution, he pointed out to me a bank of greyish-looking clouds hanging over the eastern horizon. "If those clouds end up being at your level, turn around and come back," he told me. "There's nothing that says you have to make this flight today." I nodded my understanding and, ducking under the wing, climbed in, fastened my seatbelt, arranged by papers so they would be easy to reach as I needed them, and folded my sectional carefully. Stephen, who stood nearby, took a step forward to help me close and latch the trapezoid halves of the door, then turned and walked away with the words, "Have a good flight." I took a deep breath. From this point on, I would be on my own. 

Okay...first things first. I went through the start-up checklist. "Brakes set, stick back, throttle cracked, mags hot..." "Clear!" I hollered and pushed the starter. After a few reluctant turns of the prop, the engine caught began it's reassuring throb. I put on my headset and verfied that it, and the radio were turned on and working properly. Everything was set; so, returning Stephen's wave, I taxied off in the direction of 11. Prior to entering the runway, I made sure to do the pre-takeoff instrument checks, final control checks, and run-up. Everything was looking the way it was supposed to. Taxiing into position, I transmitted with more confidence than I felt, "Hartford traffic, Cub 9721Y, departing 11, Hartford." Then I pushed the throttle to full power and at 12:05 p.m. I was on my way.

Allenton and Hwy 41

I climbed to 500 feet before exiting the pattern and then--then what? A sudden feeling of bewilderment swept over me. After so many flights consisting of time after time around the pattern even though I'd left it several times with an instructor and even once by myself, to leave the comfort of it's familiarity suddenly had me feeling lost almost before I'd even begun. For a brief moment or two I wondered what to do next but even as my mind was still trying to "figure it out", I knew enough innately to at least get the nose pointed in the general direction I wanted to go and and so I set aside my momentary perplexity and did what I knew to do. With the nose of the Cub pointing generally to the northeast, I soon began to recognize landmarks by which I quickly oriented myself. There was the tall steeple of the church in the little village of St. Lawrence which I pass on my drive to the airport. There, ahead of me was highway 41 and beside it, the town of Allenton with it's distinguishing water tower. Using this as a reference, by the time I'd reached the highway, my first checkpoint, I had established myself on the proper heading, or as close to it as possible considering the rather imprecise compass with which the Cub is equipped. I had also reached my chosen altitude of 2,000 ft. and reduced the throttle for cruise.

Leaving highway 41 behind, I felt I was really entering the unknown but I stuck to my course as best I could, keeping a close eye on my sectional and the landscape below, constantly searching for landmarks. I got a little worried when Kewaskum didn't seem to be in sight after a few minutes. This was to be my second checkpoint and my course line showed that I was supposed to fly directly over the town. Where was it? A minute later, I spotted a water tower. It was right on my course and as I flew over it and the surrounding town, I was relieved to read the name "Kewaskum" printed in bold black letters on its round dome. This was a huge boost to my confidence. I had reached my second checkpoint exactly on course.

One by one the others appeared and I carefully marked down the time as I crossed each one. When they seemed to be late in showing up, I found that, as with Kewaskum, a little patience on my part was all that was required as long as I just stuck to my course and didn't allow myself to be swayed by the temptation to turn towards something, anything, that looked like it might fit the notations on my sectional. I also kept my eye on the layer of grey clouds Stephen had pointed out to me but found them to be comfortably above my altitude.

Sheboygan powerplant just visible by the wisp of steam on the horizon.

The City of Manitowoc

Now stretching all along the eastern horizon and almost blending in with the clouds, I could see Lake Michigan. And there, on it's shore, were the distant smokestacks of a powerplant near Sheboygan. Stephen and Joe had told me I would be able to see these. To the west-northwest I could see Lake Winnebago and so, by means of looking at these big landmarks then narrowing  it down to smaller and smaller ones, I was able to judge that I was indeed still exactly on course. Everything was looking beautiful! Roads and highways lined up as they were supposed to. Power lines and railroad tracks appeared just as they were shown on the sectional. 

I had switched over to the Manitowoc radio frequency and had been listening for a while to get an idea of the traffic there. Now about ten miles out, with the city already in view ahead of me, I made my initial radio call. "Manitowoc traffic, Cub 9721Y is about 10 miles to the southwest, inbound for landing, runway 070, Manitowoc."

Now I could see the airport materializing out of the haze to the north of town. I had decided to fly over once just to get an idea of how things were situated since this airport was new to me. It's amazing how confusing things can suddenly look when landing at an airport you've never seen before. For a moment I wasn't even sure how to go about entering the pattern for 70 (which a look at the windsock confirmed would be the best choice for landing) but some quick thinking straightened things out in my mind and, descending to pattern altitude, I entered midfield left downwind announcing the fact over the radio as I did so. Turns to base and final completed the pattern and, remembering to add carb heat with the usual power reductions, I found myself coming down to meet my shadow on a runway that looked positively huge! Despite it's hard surface, the Cub touched down so lightly and gently that I barely felt it and honestly wasn't even certain when the wheels actually contacted the ground. I slowed and could've stopped in only a fraction of the runway available but I kept up a little speed to reach the taxiway, turn off, and get clear of the runway as quickly as possible. 

From here, it was as simple as finding my way over to the parking area which I'd seen during my flyover and parking the plane as near I could on the T-shaped parking place. I knew I could push it in place the rest of the way so I cut the engine and in the silence that followed, I gave a happy sigh of relief at having successfully completed the first leg of my flight with a beautiful landing at a very unfamiliar airport. I switched off the radio and pulled off the headset. Opening the door, I stretched my cramped limbs and climbed out stiffly. After putting things in order in the cockpit, I pushed the plane into position. In a row of nosewheel equipped, neutral painted Cessnas and Pipers, the little yellow Cub stuck out like a dandelion in the grass and made a very pretty picture I thought.

Then I noticed a guy coming out of the airport FBO to meet me. He carried a pair of chocks and as he drew within speaking distance, he greeted me cordially and asked where I was from. I told him. He invited me to come inside and warm up for a while. Being more than a little cold, I was glad to oblige.

Not much wind

Leaving Manitowoc Airport

Inside was another guy who invited me to help myself to coffee, fruit and granola bars, relax in the sitting area, look around in the small pilot ship or otherwise make myself at home as I chose. I looked around for a while, appreciative of the warmth with which I was greeted as well as that of the temperature inside the building. After some time, I was mostly warmed up and so decided I'd better be on my way. I walked back to the Cub and one of the guys came and took the chocks. I climbed in, buckled up, closed the door making sure it was latched and, arranging my charts once again, started up and taxied out, choosing to use runway 35 this time. The winds were light and variable and seemed now to be favoring this runway. By the time I'd completed the pre-takeoff checklist, however, it was coming from a more easterly direction, directly crosswind to my chosen runway. The sagging windsock seemed to indicate that it really didn't matter much so I decided to stick with my original decision and taxied onto the runway, pausing momentarily to collect my thoughts before pushing the throttle to full power. The takeoff was no problem and with far less uncertainty, I turned to my new heading and established myself on course for Dodge County Airport, Juneau. Arrival should be around 3:00. Between now and then all I had to do was stay on course and mark my time over checkpoints. For the time, I could relax (slightly anyway) and enjoy the beauty of the landscape passing below me. Yes, even in December, there is a certain beauty in the gold of harvested fields contrasting with the grey woods and blue water.



Everything went fine for the most part. I did allow myself to stray off course once when trying to make what I saw on the sectional agree with what I could see out my window instead of just sticking to my course and waiting as I should have done but the error wasn't too serious and so I was soon able to get back where I was supposed to be. I knew I couldn't really be lost as long as I could still see Lake Winnebago on my right and Lake Michigan on my left. I could also see highway 41 stretching away to the north almost to Oshkosh. Though miles and miles away, the way the sun hit it, it shown like a ribbon of silver.

Town of Kiel

Sheboygan Marsh

Beautiful countryside

Village of St. Cloud

Hwy 41 and Quad Graphics

Airstrip next to Quad Graphics

It wasn't too long before I reached the point where my course crossed the highway just north of Lomira, near Quad Graphics and, for the next few miles, there could be absolutely no doubt about where I was. After crossing my checkpoint at Mayville however, for the first time I wasn't exactly sure of where I was. I had made my initial call to Juneau, estimating I was about 10 miles out, and was surprised to get a reply! "Aircraft inbound to Juneau, Welcome to Dodge County!" And she gave me the wind information. But now to find the place.

Hwy 41 stretches away to the south

Quarry west of Lomira

Just after takeoff at Dodge Country-Juneau Airport

Unfortunately, I again let my natural inclination to wander from my course to look for landmarks instead of letting them appear, get the better of me and it wasn't until I reached the north edge of Lake Sinissippi that I caught the error and steered back to Juneau, now approaching from a easterly direction instead of northeasterly. After another few minutes of anxious waiting, flying in that direction, things began to make sense once again as Horicon came into view, quickly followed by Juneau and the airport. Now it was a simple matter of entering and flying the pattern. A glance at the direction the smoke billowing from some stacks in the town to the south told me that my planned use of runway 80 would still be best and I entered the downwind leg, flew base, and turned final making the appropriate announcements over the radio as I did so. In accordance with my reductions of power, the runway came up to meet me and once again, I set down with only a bit of a bump. At once, the plane was trying to veer off its straight course down the runway but quick work on the rudder pedals soon overcame this. I let it roll out a few seconds then advanced the throttle evenly and smoothly and was soon airborne and climbing over the runway. Once again, I had used only a tiny portion of the available space so that by the time flew past the terminal and hangars on the east side of the airport, I was already approaching 500 feet. My dad had come over to the airport after work  to watch me fly by and although I didn't see him, he was there watching. That was special!

Lake Sinissippi

Well with the nose already pointed in almost the right direction and Lake Sinissippi already in sight, I knew this last 15-minute leg would be easy. Already the ground below us looked familiar and it seemed the Cub knew we were headed for home. It was a beautiful time of day to be flying. The light of the setting sun behind us bathed the landscape in golden light and caused the treelines surrounding fields and lining roads to cast long shadows making a very fascinating pattern which you cannot fully appreciate except from the air.

Home in sight!

Turning final for 11.

Then, casting my eyes ahead, I realized I could already see the airport though we were still miles away! I hadn't even made my first radio call announcing our approach yet! But the light of the sun brought out the white of the hangars making them gleam and as with the highway earlier, made the runway stand out quite unmistakeably. I could even see it glint off an airplane just preparing to takeoff. I listened to its pilot announce his departure and watched him takeoff then pushed the button to make my own call: "Hartford traffic, Cub 9721Y, is about five miles to the west, inbound for landing runway 11, Hartford." I could hardly keep the growing excitment out of my voice and smiled when I heard Stephen's voice over the radio come back with the words, "Congratulations, Serena! Good job!" It was the first time I'd heard his voice since leaving HXF hours ago and it warmed me all through to hear his words. He must have stayed only long enough to know I was safely on my way in for a landing because, by the time I'd circled the airport (it sure was good to see its familiar buildings and runways!) in a standard pattern, made another good landing (this time on grass--I decided to give myself a break after two landings on concrete), and taxied up to the CubAir hangar, cutting the switches as I rolled to a stop, only Steve was there. But he stood waiting until the prop had made its final turn then stepped over as I opened the door and flashing his wide grin greeted me heartily, "Welcome to Hartford International!" I grinned right back and slowly began to disentangle myself from the plane, headset cords, charts and papers.

It was only when I climbed down stiffly and tried to walk that I realized how cold I actually was. I could barely feel my feet! Steve knew I would be cold and so as soon as the plane was safely back inside the hangar, he ushered me into the office to warm up while he filled out the paperwork which kindly included even my logbook. My hand was so stiff and numb I doubt I could've done this right then. But even as I wiggled my toes and blew on my hands to restore the feeling in them, I was smiling. Nothing could erase my happiness. Another 3.2 hours logged as pilot-in-command! It was another of those lessons which I walked away from with a skip in my step and light heart and sincere gratitude to my instructors and to God who helped me reach this point--one of those which makes the more difficult ones seemed totally worth it.

9721Y safely back home in the hangar